JPS5865353A - Speed change method of automatic speed change gear - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a gear shifting method for an automatic transmission in which gear shifting is automatically performed by a microprocessor.

In order to calculate the rate of change in the intake system throttle valve opening, the conventional method uses a conductor that has a plurality of comb teeth arranged at equal angular intervals, and a slide that swings integrally with the throttle valve shaft. The sliding contact is moved and the time interval of voltage changes due to contact or non-contact between the conductor and the sliding contact is measured. However, this method cannot be adopted when a throttle valve opening sensor that changes the output voltage linearly with respect to the throttle valve opening is used. Furthermore, in conventional gear shifting methods, two gear shifting patterns are predetermined and the two gear shifting patterns are switched in response to the increasing speed of the throttle valve opening. Have difficulty. Furthermore, control of the downshift shift pattern during deceleration is not conventional.

An object of the present invention is to provide an automatic transmission for a vehicle equipped with a throttle valve opening sensor that generates an output that is a linear function of the throttle valve opening. It is an object of the present invention to provide a method for changing gears of an automatic transmission that can obtain a pattern.

To achieve this objective, according to the present invention, the output of the throttle valve opening sensor is detected at regular time intervals, and the rate of change in the throttle valve opening is determined by comparing the current and past throttle valve openings. (increase speed and decrease speed), and change the shift pattern in relation to this change speed.

A basic shift pattern that emphasizes fuel consumption efficiency is set from the throttle valve opening and vehicle speed, and the vehicle speed at the shift point at the same throttle valve opening as the basic shift pattern is calculated as the absolute value of the rate of change in the throttle valve opening increases. It is advantageous to change the shifting pattern in such a way that the speed increases.

The present invention will be described in detail with reference to the drawings.

FIG. 1 is an overall schematic diagram of an electronically controlled engine to which the present invention is applied. The air drawn from the air cleaner 1 is sent to the combustion chamber 8 of the engine body 7 through an intake passage I2 including an air flow meter 2, a throttle valve 3% surge tank 4, an intake boat 5, and an intake valve 6. The throttle valve 6 is linked to an accelerator pedal 13 in the driver's cab. The combustion chamber 8 includes a cylinder head 9 and a cylinder outer block 10. and a piston 11, and the exhaust gas generated by combustion of the air-fuel mixture is discharged to the atmosphere through an exhaust valve 15, an exhaust bow 16, an exhaust branch pipe 17, and an exhaust pipe 18. The bypass passage 21 connects the upstream side of the throttle valve 3 and the surge tank 4,
The bypass flow μ control valve 22 controls the flow cross-sectional area of the bypass passage 21 to maintain the engine rotational speed at two constants during idling. An exhaust gas recirculation (EGR) passage 23 that guides exhaust gas to the intake system in order to suppress the generation of nitrogen oxides is
An exhaust gas recirculation (EGR) control valve 24 in the form of an on-off valve connects the exhaust branch pipe 17 and the surge tank 4.
The EGR passage 23 is opened and closed in response to the pulse.

The intake air temperature sensor 28 is provided in the air flow meter 2 to detect the intake air temperature, and the throttle valve opening sensor 29 includes a potentiometer and generates an output voltage that is a linear function of the opening of the throttle valve 3. Water temperature sensor 30 is cylinder block 1
The air-fuel ratio sensor 31, which is a well-known oxygen concentration sensor, is attached to the collecting part of the exhaust branch pipe 17 to detect the oxygen concentration in the collecting part, and detects the crank angle. The sensor 32 is connected to a power distributor 33 coupled to a crankshaft (not shown) of the engine body 7.
Detecting the crank angle of the crankshaft from the rotation of the shaft 34,
Vehicle speed sensor 35 detects the rotational speed of the output shaft of automatic transmission 36. These sensors 2, 2B, 29, 3
0, 31, 32, 35 outputs, and storage battery 37
The voltage is sent to the electronic control unit 40.

A fuel injection valve 41 is provided near each intake boat 5 in correspondence with each cylinder, and a pump 42 supplies fuel to the fuel injection valve 41 through a fuel passage 44 in a fuel tank 43. The electronic control unit 40 calculates the fuel injection amount using input signals from each sensor as parameters, and sends an electric pulse having a pulse width corresponding to the calculated fuel injection amount to the fuel injection valve 41. The electronic control device 4° also includes a bypass flow control valve 22, EG
It controls the R control valve 21, the lower solenoid 45 of the hydraulic control circuit of the automatic transmission, and the ignition device 46. The secondary side of the ignition coil of the ignition device 46 is connected to the power distributor 33 .

FIG. 2 is a block diagram of the inside of the electronic control device. C.P.
U (central processing unit) 56, ROM (read-only storage) 57, RAM (direct access storage) 58,
59. A/D (analog/digital) converter with multiplexer 60. and input/output interface 61 are connected to each other via a bus 62. RAM59 is
It is connected to an auxiliary power source, and even when the ignition switch is open and the engine is stopped, a specified amount of power is supplied and the memory can be maintained.The air flow meter 2, intake temperature sensor 28, and throttle valve open temperature sensor 29, water temperature sensor 30.
The analog signal from the air-fuel ratio sensor 31 is sent to the A/D converter 60. The outputs of the crank angle sensor 32 and the vehicle speed sensor 35 are sent to the input/output interface 61, and the bypass flow control valve 22, the EGR control valve 24, the solenoid 45, and the ignition device 46 are sent input signals from the input/output interface 61.

FIG. 3 shows a solenoid 45 in the hydraulic control circuit. The speed change valve 65 includes an input port 6 to which line pressure is sent from a manual valve (not shown) operated by a speed change lever in the driver's cab, and a hydraulic servo 68 of a brake band 67 as a friction engagement device of the automatic transmission 36. A spool 71. which controls the connection between the output port doors 0, 66, 70 connected to the oil chamber 69; and a spring 72 that biases the spool 71 toward the solenoid 45. When the solenoid 45 is energized (FIG. 3(a)), the rod 73 protrudes and displaces the spool 71 against the spring 72, cutting off the connection between the input port door 6 and the output port door 0. . Therefore, /IJ chamber 69 of hydraulic servo 6B
No line pressure is supplied to the brake band 67, and the brake band 67 is in an engaged state due to the line pressure in the other oil chamber 74 of the hydraulic servo 68. Also, when the solenoid 45 is deenergized (Fig. 3(b)
)), the rod 73 is pulled in by the solenoid 45, and the spool 71 is moved by the force of the solenoid 45 by the spring 72, and the manual port 6 and the output port door 0 are moved.
1. It's in Ki.

Therefore, line pressure is supplied to the oil chamber 69 of the hydraulic servo 68, and the brake band 67 is in a released state.

FIG. 4 is a flowchart of a program for changing the shift pattern according to the present invention. This program is executed at regular time intervals.

In step 80, the throttle valve opening degree θ at that time is detected. In step 81, the previous throttle valve opening was detected as 0 and last as 0°.
The average value 0° of the throttle valve opening degree 0 is calculated from the T train 1θi (in this case, n = 1 is also possible).The average value θa is calculated every time the throttle valve opening degree θ is newly detected. In step 82, the difference θ-θa between the current throttle valve opening θ and the past average value θa is set as Δθ.

Δθ is the change in opening degree of the throttle valve 3 (time differential of θ). In step 83, it is determined whether Δθ≧0 or not, and if the determination result is positive, that is, the throttle valve opening has increased, the process proceeds to step 84, and if not, that is, the throttle valve opening has decreased. If so, proceed to step 85. In step 84, the acceleration/deceleration flag FS is set to 0, and in step 85, the acceleration/deceleration flag FS is set to 1. The acceleration/deceleration flag FS=0 means that the throttle valve opening has increased this time, and the acceleration/deceleration flag FS=1 means that the throttle valve opening has decreased this time.

In step 86, -Δθ is set as a new Δθ. Therefore, from step 87 onward, Δθ represents the absolute value of the variation in the throttle valve opening. In step 87, it is determined whether the previous acceleration/deceleration flag FO and the current acceleration/deceleration flag FS are equal. If the determination result is positive, the process proceeds to step 88; otherwise, the process proceeds to step 100. Previous acceleration/deceleration flag FO-
0 means that the throttle valve opening increased last time, and the previous acceleration/deceleration flag FO-1 means that the throttle valve opening decreased last time. Therefore, FO=FS means that the throttle valve opening continuously increases or decreases, that is, at θ0 speed or during deceleration, and FO=QF'S means that the throttle valve opening repeatedly increases and decreases. In step 88, it is determined whether or not the throttle valve opening degree θ is equal to or greater than a predetermined value C. If the determination result is positive, the process proceeds to step 90, and if not, the process proceeds to step 89. In step 89, the throttle valve opening θ is set to a predetermined value E (E<
(It is determined whether the throttle valve opening θ is equal to or greater than C during acceleration, and if the determination result is positive, the process proceeds to step 9σ, otherwise the process proceeds to step 100. If the throttle valve opening θ is less than or equal to E at 2 o'clock, step 90
If the shift pattern is changed by proceeding to the following steps, and if the throttle valve opening θ is smaller than C even during acceleration, and if the throttle valve opening θ is larger than E even during deceleration, the shift pattern will not be changed, and the shift pattern will not be changed as described below. As explained in step 101, gear shifting is performed according to a basic gear shifting pattern. Step 90
Then, it is determined whether the shift pattern change flag FSC=0 or not. If the determination result is positive, the process proceeds to step 91, and if not, the program is terminated. Shift pattern change flag FSC=O means that the shift pattern has not been changed yet, and the shift pattern change flag FSC=O means that the shift pattern has not been changed yet.
1 means that the shift pattern has already been changed. In step 91, it is determined whether Δσ≧A or not, and if the determination result is positive, the process advances to step 92 and 1. If not, the program is terminated. Δθ≧A means that the required acceleration or deceleration is large. In step 92, it is determined whether the acceleration/deceleration flag FS=O or not, and if the determination result is positive, the process proceeds to step 93, and if not, the process proceeds to step 94.
Proceed to. In step 93, during acceleration, the shifting vehicle speed = basic shifting vehicle speed + Δθ''×B, and in step 94, during deceleration, shifting vehicle speed = basic shifting vehicle speed + Δθ×D.The basic shifting vehicle speed is set at the shifting point of the basic shifting pattern. The basic shift pattern is determined as a function of the vehicle speed and throttle valve opening and is stored in the ROM 57 as a map or table. B and D are positive constants.

Therefore, when the throttle valve opening suddenly increases or decreases, the vehicle speed at the shift point at the same throttle valve opening increases, the low speed gear range increases, and the on-board torque or engine brake increases, causing acceleration. Performance and deceleration performance is improved. In step 95, the shift pattern change flag FS
Set C to 1. In step 96, the value of FS is set to FO. In step 100, the shift pattern change flag FSC is set to 0. In step 101, the shifting vehicle speed is set to the basic shifting vehicle speed. The basic shift pattern is determined as a function of throttle valve opening and vehicle speed, with emphasis on fuel consumption efficiency.

FIG. 5 is a flowchart of a program for determining the gear position. In step 105, the throttle valve opening degree θ is detected. In step 106, the vehicle speed ■ is detected. In step 107, the gear position corresponding to the throttle valve opening θ and vehicle speed V at that time is determined from the shift pattern determined from the program shown in FIG.

In step 108, it is determined whether or not the current gear matches the gear determined in step 107. If the determination result is positive, this program is terminated; if not, step 109 Proceed to. In step 109, the output to the solenoid 45 of the hydraulic control circuit is changed.

6 and 7 are explanatory diagrams of the present invention.

In FIG. 6, the basic shift turn for upshifting is shown by solid lines. As shown in FIG. 7, the rate of change Δθ of the throttle valve opening is positive during acceleration and negative during deceleration, and in relation to the absolute value of Δθ, the basic shift line in FIG.
It is translated in the direction of increasing vehicle speed (dotted chain line in FIG. 6), and the low gear range increases. As a result, engine torque and engine braking are improved, and acceleration performance and deceleration performance are improved. Although only the shift line for upshifting is shown in FIG. 7, the same applies to the shift line for downshifting.

As described above, according to the present invention, the output of the throttle valve opening sensor, which generates an output that is a linear function of the throttle valve opening, is detected at regular time intervals, and the current value is compared with the past value. The rate of change in the throttle valve opening can be detected, and a speed change pattern related to the rate of change in the throttle valve opening, that is, the acceleration and deceleration requested by the driver, can be obtained.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of the entire electronic control engine to which the present invention is applied, FIG. 2 is a block diagram of the electronic control device shown in FIG. 1, and FIG.
4 is a flowchart of a program for changing the shift pattern according to the present invention; FIG. 5 is a flowchart of a program for determining a gear position according to the present invention; FIG. The figure is an explanatory diagram showing changes in the speed change pattern, and FIG. 7 is a diagram showing the rate of change of the throttle valve opening degree during acceleration and deceleration.
''''-3... Throttle valve, 29... Throttle valve opening sensor,
35...Vehicle speed sensor, 36...Automatic transmission, 40...
...Electronic control device. Patent Applicant: Toyota Motor Co., Ltd., G. Fengyo, Patent Attorney: Osamu Naka:) =, > Fig. 2-28- Fig. 3 Fig. 5 Fig. G Fig. 7 Δ0

Claims (1)

[Claims] 1. In a speed changing method for an automatic transmission of a vehicle equipped with a throttle valve opening sensor that generates an output that is a linear function of intake system throttle/valve opening, the output of the throttle valve opening sensor is The system calculates the rate of change in the throttle valve opening by detecting it at regular time intervals and comparing the current and past throttle valve openings, and changes the gear shift pattern based on the rate of change in the throttle valve opening. A method of shifting automatic transmissions. 2. Shifting of the automatic transmission according to claim 1, characterized in that the vehicle speed at the shift point at the same throttle valve opening is increased as the absolute value of the rate of change of the throttle valve opening increases. Method. 3. The method of shifting an automatic transmission according to claim 2, wherein the rate of change of the throttle valve opening includes an increasing rate and a decreasing rate, and the shift pattern includes an upshift and a downshift shift pattern. .